Side wall construction for a cargo transporting and handling vehicle

ABSTRACT

A cargo transporting and handling vehicle is disclosed, which facilitates unloading of cargo elements from and loading of cargo elements onto the vehicle at the various stops along a route. The vehicle has a body having a plurality of elongated guide members mounted on the floor thereof so as to provide a plurality of longitudinally extending paths for guiding the direction of movement of cargo elements on the floor. When the cargo elements are standard sized, 55 gallon drums, four, closely adjacent paths are provided. A lift gate at the rear of the body serves to facilitate the loading of filled drums onto the rear ends of the paths, and doors are provided on the sides of the body, adjacent the front end thereof, through which empty drums on the paths are unloaded. A gate is provided at the front end of each pair of paths to control the movement of drums on the paths and onto an unloading station adjacent each side door. 
     Movement of the drums along the paths as the vehicle proceeds along its route is achieved by slanting the paths downwardly from the rear end toward the front end of the vehicle body. A diverting abutment at the front end of the inner pair of paths serves to channel drums moving forwardly on the paths laterally outwardly toward the unloading stations. 
     A novel side wall construction is disclosed, wherein portions of the side walls are laterally outwardly displaced at particular locations so that the side walls can be positioned close to the drums and the overall width of the vehicle body minimized. The laterally outwardly displaced portions of the side walls also serve to increase their strength. 
     A novel method of loading and unloading the drums from the vehicle body is also disclosed, whereby the driver of the vehicle does not have to get into the vehicle body during a loading or unloading operation.

This is a division of application Ser. No. 302,477, filed Oct. 30, 1972,now U.S. Pat. NO. 3,833,139, which is a continuation-in-part ofapplication Ser. No. 132,319, filed Apr. 8, 1971 and now abandoned.

This invention relates to cargo transporting and handling vehicles, andmore particularly to a cargo transporting vehicle having a novel bodyconstruction which facilitates the loading of cargo elements onto andoff of the body with a minimum of effort on the part of the driver.

Various constructions have been heretofore advanced to facilitate theloading and unloading of cargo from a transporting vehicle. Wherespecialized or standard sized items of cargo were transported,specialized constructions were developed to facilitate the handling ofsuch cargo. Examples of some of the specialized constructions employedin vehicles for transporting specialized items of cargo, such as largecans of liquid, are disclosed in the Matthews U.S. Pat. No. 125,592 andthe Marx U.S. Pat. No. 525,106. With the development of improvedbottling techniques, various specialized constructions have evolvedwhich facilitate the loading and unloading of bottled liquids, such asmilk and soft drinks. Such constructions permit a driver to rapidlycover a route along which individual containers or case lots of bottledmilk or soft drinks are dropped off and empties are picked up. Examplesof constructions of the latter type are disclosed in the Wann U.S. Pat.No. 1,601,990, Richards U.S. Pat. No. 2,459,839, Sanger et al. U.S. Pat.No. 2,556,399, Hummel U.S. Pat. No. 2,399,794 and Kramer U.S. Pat. No.3,501,195.

The more recently developed containerized method of cargo transportationhas resulted in the development of many new types of vehicleconstructions designed specifically to handle containers of a uniformsize and shape. An example of the latter type of vehicle, and theapparatus associated therewith to facilitate loading, transportation,and unloading of a particular size container, is disclosed in theAchammer U.S. Pat. No. 3,228,542.

While many of the aforementioned constructions employed in cargotransporting vehicles have proved generally satisfactory for theirintended purpose, others have not for various reasons. One of suchreasons is that excessive amounts of time had to be spent by the driverof the vehicle at each stop in climbing into or onto the cargo carryingportion thereof to unload or load items of cargo. Another reason is thehigh cost of such constructions, which oftentimes involved elaborateauxiliary equipment. This is particularly true with vehicles designed totransport containerized cargo. A further reason is the unreliability ofsuch constructions due to their inability to withstand rough useage.

Accordingly, it is a general object of the invention to provide a noveland improved cargo transporting and handling vehicle, which overcomesthe aforementioned disadvantages of the prior art.

Another object is to provide a novel cargo transporting and handlingvehicle, which permits cargo to be rapidly and easily loaded onto or offof the vehicle.

A further object is to provide a novel cargo transporting and handlingvehicle of the foregoing character, which does not require the driver toenter the cargo carrying portion of the vehicle in order to load orunload cargo therefrom.

A more particular object is to provide a novel cargo transporting andhandling vehicle of the character described, that is particularlyadapted to facilitate the loading and unloading of standard size, 55gallon drum containers.

A specific object is to provide a novel cargo transporting and handlingvehicle, wherein guide paths are provided on the floor of the vehicle toguide the direction of movement of unrestrained cargo carried by thevehicle and wherein a downward slant of the floor of the vehicle towardthe front end thereof is utilized to cause cargo on the guide paths toshift toward an unloading station at the front of the vehicle as itstarts and stops along a route.

A further object is to provide a novel cargo transporting and handlingvehicle having a side wall construction which will accommodate laterallyoutwardly protruding structure on cargo elements being transported bythe vehicle so that the side walls can be positioned close to the cargoelements without contacting the same and which has improved strengthcharacteristics.

Other objects and advantages of the invention will become apparent fromthe following detailed description and accompanying sheets of drawingsin which:

FIG. 1 is a side elevational view of a cargo transporting and handlingvehicle embodying the features of the present invention;

FIG. 2 is a somewhat enlarged, top plan view of the cargo carrying orbody portion of the vehicle shown in FIG. 1;

FIG. 3 is a fragmentary, perspective view, with portions thereof brokenaway, of the front end of the cargo carrying portion of the vehicleshown in FIG. 1;

FIG. 4 is an enlarged, transverse sectional view taken along the line4--4 of FIG. 2;

FIG. 5 is a fragmentary perspective view of the rear portion of thevehicle body and showing additional structural details thereof;

FIG. 6 is a fragmentary perspective view of a portion of the rear end ofthe vehicle illustrated in FIGS. 1 and 2, and showing an auxiliary rampstructure in the position it occupies when cargo is being unloaded fromthe vehicle;

FIG. 7 is a perspective view of the auxiliary ramp structure shown inFIGS. 5 and 6;

FIGS. 8-13, inclusive, are a series of semi-diagrammatic plan views, ona reduced scale, of the cargo supporting portion of the vehicle of FIG.1, and showing the manner in which empty cargo elements are replacedwith filled elements as the driver proceeds along a pick-up and drop-offroute;

FIG. 14 is a side elevational view of another cargo transporting andhandling vehicle embodying the features of the present invention;

FIG. 15 is a somewhat enlarged, top plan view of the cargo carrying orbody portion of the vehicle shown in FIG. 14; and

FIG. 16 is an enlarged, transverse secional view taken along the line16--16 of FIG. 15.

Briefly described, the present invention contemplates a novel cargotransporting and handling vehicle which facilitates the loading andunloading of cargo elements off of and onto the vehicle along a drop-offand pick-up route. While the cargo elements will be hereinafterdescribed as standard size 55 gallon drums, cargo elements of differentsize and configuration could also be employed with appropriatemodifications to the vehicle.

For guiding movement of the cargo elements in the body, which are freeto shift therein, at least one and preferably four longitudinallyextending paths are provided. Such paths are preferably defined bysecuring a plurality of elongated members to the cargo carrying surfacethereof, in the present instance, the floor of the vehicle body, so thatthe members extend lengthwise thereof and in transversely spacedrelation.

A loading station is provided at one end of the body, such as the rearend, and at least one unloading station is provided at the opposite endof the vehicle body, such as the front end. Thus, as the vehicleproceeds along its route, cargo elements initially loaded onto thevehicle may be removed therefrom at the unloading stations and cargoelements picked up along the route may be loaded onto the vehicle at theloading station at the rear end thereof. In the preferred constructionto be hereinafter described in detail, two unloading stations areprovided at the front end of the vehicle body, which are accessiblethrough side doors adjacent the front end. Such unloading stations arecontiguous with the laterally outer paths in the body and receive cargoelements moving forwardly in the body on the guide paths. Access to theunloading stations is provided through doors in the sides of the vehiclebody at the front end thereof.

Movement of cargo elements in the vehicle body along the paths towardthe unloading stations is achieved by cargo moving means. Such cargomoving means preferably comprises a downward slant of the cargo guidingpaths from the rear toward the front end of the body, or from theloading station toward the unloading station. The slant is achieved byshim means in the form of a pair of tapered stringers or planksinterposed between the vehicle chassis and the underside of the floor ofthe vehicle body.

Movement of cargo elements onto the unloading stations from the innertwo paths is facilitated by diverting means in the form of a generallytriangularly-shaped abutment mounted on the inner side of the front endwall or bulk head of the vehicle body at the center of the inner twopaths. Stop means in the form of swingable gates are provided at theforward ends of each pair of paths to control movement of cargo elementsonto the unloading stations.

In order to reduce the possibility of contact between the cargo elementsas they move along the respective paths, the height of the elongatedmembers which define the paths are preferably alternatively verticallystaggered to provide clearance for the usual protruding circumferentialribs and beads on the drums. In addition, portions of the side walls ofthe vehicle body are laterally outwardly displaced in the vicinity ofthe ribs and beads on the drums when the latter are positioned on thepaths. Such outwardly displaced portions permit the side walls to bepositioned close to the cargo elements on the two outer paths so thatthe overall width of the vehicle body can be minimized. The outwardlydisplace portions, which are formed by convolutions in the side walls,also serve to strengthen the side walls. Since the paths are verticallystaggered, an auxiliary ramp member is provided to facilitate shiftingof the cargo elements off of the loading station from the alternatelower paths when the vehicle has completed its route and is to beunloaded.

DESCRIPTION OF THE CONSTRUCTION OF THE VEHICLE SHOWN IN FIGS. 1-7 OF THEDRAWINGS

In FIG. 1, a cargo transporting and handling vehicle or truck 20embodying the features of the present invention is illustrated. Thetruck 20, in the present instance, is conventional to the extent that itincludes a cab 21 mounted on the front of the vehicle chassis, indicatedgenerally at 22. Front and rear wheels 23 and 24, respectively, supportthe vehicle for movement over the ground. Auxiliary storage compartments25 may be secured to the chassis 22, if desired.

Referring now to FIGS. 2, 3 and 4 in conjunction with FIG. 1, thevehicle includes a body 30 mounted on the chassis 22 behind the cab 21.The body 30 defines a cargo receiving compartment which includes anelongated, rectangular load supporting surface or floor 33 (FIG. 4)which may be covered by sheet metal (not shown) and secured to the framemembers, indicated at 34, of the chassis 22. The floor 33 is preferablyarranged with its longer length extending lengthwise of the chassis. Inthe specific application of the invention to be hereinafter described,the floor 33 is preferably 20 feet long and 8 feet wide. The body 30also includes upstanding side walls 36 and 37, and a front wall or bulkhead 38. The rear end of the body 30 is open, except when a lift gate 39secured to the rear end of the chassis 22, is swung to its upwardlyextending position illustrated in FIGS. 1 and 5.

In order to guide the direction of movement of cargo elements in thevehicle body 30, which are unrestrained, guide means defining at leastone and preferably a plurality of longitudinally extending, juxtaposedpaths are provided in the body 30. Such guide means, in the presentinstance, comprises a plurality of elongated members in the form ofangle bars secured to the upper surface of the floor 33 in laterallyspaced pairs. In the present instance, four pairs of angle bars areprovided, the bars of each pair being respectively indicated at 41-44,inclusive. It will be understood that structures other than angle barscould be utilized to provide paths in the body 30.

As best seen in FIG. 4, the bars of each pair are arranged so that oneof the flanges, indicated at 46, of each pair extends horizontally, andthe other flange, indicated at 47, of each pair extends verticallyupwardly. The vertical flanges 47 are positioned at the laterally outersides of the bars of each pair. The angle bars are preferably secured tothe upper surface of the floor 33, as by welding (not shown). Thus, whensecured to the upper surface of the floor 33, the four pairs of anglebars 41-44 define four longitudinally extending paths indicated at51-54, inclusive, in FIG. 2 on the floor 33 of the vehicle body 30.

In order to minimize the possibility of contact between cargo elementsmoving on the paths 51-54 and any laterally outwardly projectingstructure thereon, means is provided for vertically offsetting alternateones of the paths 51-54. Thus, when the cargo elements comprise standardsize 55 gallon drums, one of which is shown in broken lines andindicated at 55 in FIG. 4, and the drums have the usual radiallyoutwardly extending circumferential ribs and beads therearound,respectively identified at 49 and 50, the paths 51 and 53 are elevatedwith respect to the paths 52 and 54. In the present instance, suchelevation is provided by spacer means in the form of a pair of elongatedplanks 56 and 57 (FIG. 4) interposed between the undersurfaces of theflanges 46 of the pairs of bars 41 and 43, and the upper surface of thefloor 33. The upper surfaces of the planks 56 and 57 are also preferablycovered with sheet metal (not shown). Interference between thecircumferential ribs 49 and beads 50 on the drums 55 with reinforcinguprights 58 secured to the inner surfaces of the side walls 36 and 37,is minimized by providing notches 59 in the uprights 58 in the vicinityof the ribs 49 and beads 50 when the drums are resting on the paths.

As best seen in FIGS. 2 and 3, the angle bars 41-44 terminate inwardlyfrom the longitudinally forward and rearward ends of the floor 33 sothat a loading station 62 is provided at the rear end of the floor 33,and at least one and preferably a pair of unloading stations 63 and 64are defined at the front end of the floor adjacent the left and rightfront corners of the vehicle body 30. The loading station 62, in thepresent instance, comprises a plate 61 secured to the upper surface ofthe floor 33 so that the upper surface thereof is generally coplanarwith those of the paths 51 and 53. The plate 61 thus has two surfaceportions 71 and 73 coplanar with the upper surfaces of the flanges 46 ofthe paths 51 and 53. In order to provide two surface portions, indicatedat 72 and 74, coplanar with the upper surfaces of the flanges 46 of thepaths 52 and 53, the plate 61 is provided with semi-circular cutouts 76,the bottoms of which comprise the surface portions 72 and 74. To thisend, the surface portions 72 and 74 are preferably portions of theunderlying upper surface of the floor 33 when exposed by thehemispherical cutouts 76 in the plate 61.

It will be understood that the vertical offset of the paths 51 and 53with respect to the paths 52 and 54 could be eliminated if cargoelements other than 55 gallon drums 55 having the aforementionedcircumferential reinforcing ribs and beads therearound were used, orwhere the size of the cargo elements would permit providing spacebetween the pairs of bars 41-44 which define the paths 51-54. In theevent that the aforementioned vertical offset were eliminated betweenthe paths 51 and 53 and 52 and 54, the corresponding vertical offset ofthe surface portions 71 and 73 and 72 and 74 of the loading station 62could also be eliminated.

As heretofore mentioned, the vehicle body 30 is provided with at leastone and preferably a pair of unloading stations 63 and 64 at therespective front corners of the floor of the body 30. In the presentinstance, the unloading stations 63 and 64 comprise extensions of thepaths 51 and 54 so that cargo elements moving forwardly on the paths 51and 54 can move directly onto the unloading stations 63 and 64 if theforward ends of the paths 51 and 54 are not blocked.

In order to facilitate movement of cargo elements onto the unloadingstations 63 and 64 from the paths 52 and 53, diverting means isprovided. Such diverting means, in the present instance, comprises agenerally triangularly shaped abutment 80 secured centrally to the innersurface of the front bulkhead 38 with the apex thereof forming acontinuation of the vertical flanges 47 of the central angle bars 42 and43. The abutment 80 has vertically extending side walls 82 and 83 whichare preferably arcuate and comprise continuations of the laterally innerboundaries of the paths 52 and 53, respectively. Arcuate strips 84forming continuations of the horizontal flanges 46 of the central pairof angle bars 42 and 43, are provided at the intersection of the sidewalls 82 and 83 of the abutment 80, with the floor 33. A length ofreinforcing strap stock 85 (FIG. 3) may be secured to the outer surfaceof the arcuate side walls 82 and 83 and continued along the innersurface of the bulkhead 38, if desired. Thus, the abutment 80 serves todivert cargo elements moving forwardly on the paths 52 and 53 laterallyoutwardly across transfer zones 92 and 93 at the forward end of thepaths 52 and 53. The transfer zones 92 and 93 adjoin the unloading zones63 and 64 and may be provided with a pair of centrally located, shorterlength, arcuate strips 86 and 87 which facilitate movement of cargoelements across the transfer zones 92 and 93 and onto the unloadingstations 63 and 64.

Access to the unloading stations 63 and 64 from the exterior of thevehicle body 30 is provided by a pair of doors 103 and 104 in the sidewalls 36 and 37, thereof, respectively. It will be understood, however,that access to the unloading stations 63 and 64 could be provided byopenings at some other location in the body 30, such as in the frontbulkhead 38 if space permitted.

In order to control movement of cargo elements onto the unloadingstations 63 and 64 from the paths 51 and 52, and 53 and 54,respectively, stop means in the form of a pair of gates 107 and 108 areprovided at the forward or discharge ends of the paths 51-54. The gates107 and 108 are mounted for pivotal movement about vertical axes lyinggenerally in the plane of the vertical flanges 47 of the adjacent anglebars 41,42 and 43,44 of the paths 51,52 and 53,54. Thus, the gates 107and 108 are swingable between their laterally extending full line andlongitudinally extending broken line positions illustrated in FIG. 2. Alatch mechanism, indicated generally at 112, in FIG. 4, is provided oneach gate 107 and 108 to secure the gates in their respective positions.

As heretofore mentioned, the vehicle 20 is intended for use along apick-up and drop-off delivery route. To this end, the body 30 includesmeans for effecting movement of the cargo elements, such as 55 gallondrums, along the paths 51-54 and onto the unloading stations 63 and 64,so that at least one empty drum will be available for unloading from thevehicle at each stop and room will be available at the rear ends of thepaths for receiving at least one filled drum picked up at the same stop.Such means comprises shim means in the form of at least one andpreferably a pair of elongated vertically tapered stringers or planks113 and 114 (FIGS. 1 and 4) interposed between the undersurface of thefloor 33 and the longitudinal frame members 34 of the vehicle chassis22. The members 113 and 114 are preferably wooden planks which taperfrom the rear end of the vehicle body 30 toward the front end thereof sothat the floor 33 and consequently the paths 51-54 slant downwardly fromthe rear end of the body toward the front end thereof. Such downwardslant imposes a tendency on the cargo elements to move forwardly in thepaths 51-54 due to the inertia forces acting on the drums generated bythe stopping and starting of the vehicle. In other words, as the vehicle20 starts and stops along a delivery route, the slant of the floor 33and hence of the paths 51-54 causes the cargo elements on the paths tomove forwardly toward the front end of the vehicle until restrained bythe gates 107 and 108 or the closed side doors 103 and 104. It will beunderstood however that some auxiliary mechanism could be provided foreffecting such forward movement of the cargo elements on the paths51-54.

OPERATION AND METHOD OF LOADING AND UNLOADING THE VEHICLE SHOWN IN FIGS.1-7 OF THE DRAWINGS

Referring now to FIGS. 8-13, inclusive, the operation of the vehiclebody 30 and the method of loading cargo onto and off of the body duringa typical delivery route, will now be described. It will be assumed thatat the start of its route a maximum number of cargo elements, such asthe drums 55, have been loaded into the vehicle body 30, as shown inFIG. 8, and that the drums are empty. For convenience of description,the drums on the paths 51-54 have been identified with the number of thepath and assigned a letter suffix. Thus, the drums of the path 51 areidentified as 51a-51i, the drums on the path 52 are identified as52a-52j, the drums on the path 53 are identified as 53a-53j, and thedrums on the path 54 are identified as 54a-54j. When fully loaded at thestart of a route, the vehicle body 30 will contain a total of 39 emptydrums, there being nine drums on the path 51, and ten drums on each ofthe paths 52-54. In addition, the gates 107 and 108 will be locked intheir full line, transverse position blocking forward movement of drumson the paths 51 and 54.

As the vehicle begins its route, the normal starting and stoppingthereof causes the drums on the path 52 to move forwardly. This isprimarily due to the downward slant of the floor 33 from the rear end ofthe body toward the front end thereof. Consequently, the drum 52a shiftsfrom its full line position at the front of path 52 over the transferzone 92 and onto the unloading zone 63 adjacent the side door 103. Suchposition of the drum 52a is indicated in broken lines in FIG. 8.

When the driver arrives at his first stop, he opens the side door 103,removes the empty drum 52a from the loading station 63, closes the door103, and leaves the drum at the stop. He then lowers the lift gate 39 toits broken line position indicated at 39' in FIG. 1, and places a loadeddrum (55') picked up at this stop onto the lift gate. The lift gate isthen raised to its broken line position indicated at 39" in FIG. 1, andthen filled drum 55' is then shifted downwardly onto the loading stationat the rear end of the body and then into the receiving end of the path52. A space will be available at the rear of the path 52 for the loadeddrum since all of the drums on the path 52 will have moved forward oneposition when the driver reaches his first stop. This sequence iscontinued as the driver continues along his route until all of the emptydrums on the path 52 have been replaced with filled drums. When the lastempty drum 52j on the path 52 has moved off the forward or discharge endof the path and has been removed from the unloading station 63, thedriver unlatches the gate 107 and swings it to its full positionillustrated in FIG. 9. When so positioned, the gate 107 permits theempty drums 51a-51i on the row 51 to move forwardly on the path as thevehicle 30 continues on its route. At the same time, the gate 107prevents any of the filled drums on the path 52 from moving onto theunloading station 63.

As the driver continues along his route, each of the empty drums 51a-51iwill be sequentially dropped off and replaced with filled drums in themanner previously described. After the last empty drum, namely the drum51i, has been removed from the unloading station 63 and a filled drumadded to the rear of the path 51, the relationship of filled to emptydrums in the vehicle body 30 will be as shown in FIG. 10. It should benoted that an empty space remains at the rear or receiving end of thepath 51.

At the next stop, the driver opens the door 104 at the right side 37 ofthe vehicle body 30 and removes the empty drum 54a from the unloadingstation 64. The filled drum picked up at this stop is then loaded intothe empty space at the rear of the path 51. Consequently, both of thepaths 51 and 52 will be completely filled with filled drums. The driverthen continues along his route unloading the drums 53a-53j from the path53, which progressively move forward out of the discharge ends of thepath and onto the unloading station 64. The empty drums 53a-53j arerespectively replaced with filled drums added to the rear or receivingend of the path 53, as the vehicle proceeds along its route.

When the last empty drum 53j on the path 53 is removed from theunloading station 64, the gate 108 is swung from its laterally extendingposition shown in FIG. 11 to its longitudinally extending position shownin FIG. 12. When so positioned, the remaining empty drums 54b-54j arefree to move forwardly on the path 54 toward the unloading station 64for sequential removal therefrom through the door 104. After the lastempty drum 54j in the path 54 has been replaced with a filled drum, anempty space will remain at the rear of the path 54. Such condition isillustrated in FIG. 13. At this time, the driver will have completed hisroute and will then return to the starting depot.

It should be understood that after the empty drums on the path 52 havebeen replaced with filled drums, the empty drums on the path 53 could bereplaced with filled drums before the empty drums on the paths 51 and 54are replaced. This procedure would insure a more balanced load.

On arriving at the starting depot, the filled drums may be removed fromthe vehicle body 30 either through the side doors 103 and 104 or fromthe rear end thereof, or both. Where the drums are removed from the rearend of the body, they are shifted rearwardly on their respective paths51-54 and thence onto the lift gate 39, from whence they may be eitherlowered to the ground or slid off of the lift gate onto an unloadingdock. Filled drums that are removed from the vehicle body 30 through theside doors 103 and 104 may be transported to the unloading dock by alift truck.

In order to facilitate movement of filled drums onto the lift gate 39from the rear ends of the paths 52 and 54, a removable ramp member 120is provided. The ramp member 120 is placed at the rear end of each ofthe paths 52 and 54, in the manner illustrated in FIGS. 2, 5 and 6, andis in the form of a channel having its side flanges 121 tapered. Whenpositioned at the end of either of the paths 52 or 54, the upper surface122 of the ramp member slants downwardly from the level of the surfaceportions 71 and 73 to the level of the paths 52 and 54. Consequently,filled containers are readily shifted out of the rear ends of the paths52 and 54 and onto the lift gate 39. A pair of longitudinally extending,laterally spaced guide strips 123 and 124 may be secured to the uppersurface of the sheet metal covering of the paths 52 and 54 adjacent therear ends thereof to locate the ramp member 120 when the latter is inoperation.

While the vehicle body 30 has been herein illustrated and described ashaving four longitudinally extending paths on the floor 33 thereof, moreor less than this number of paths could be provided. In addition, whilethe paths 51-54 have been herein described as being defined by anglebars 41-44 secured to the upper surface of the floor 33, any othersuitable structure capable of performing the functions of the angle bars41-44, could also be used as, for example, rollers. Likewise, otherstructures capable of performing the function of the diverting abutment80, could be employed instead. Further, the order of removal of emptydrums from the paths 51-54, and the replacement of such drums withfilled drums, could be altered, if desired. Moreover, while the methodof loading and unloading the vehicle body 30 has been described inconjunction with a route where empty drums are dropped off and filleddrums are picked up, the method is equally applicable to a route wherefilled drums are dropped off and empty drums are picked up.

DESCRIPTION OF THE CONSTRUCTION OF THE VEHICLE SHOWN IN FIGS. 14-16 OFTHE DRAWINGS

In FIG. 14, another cargo transporting and handling vehicle or truck 200embodying the features of the present invention, is illustrated. Thetruck 200 is similar in construction to the truck 20, and therefore likereference numerals have been used to identify identical parts. The truck200 thus includes a cab 21 mounted on the front of a chassis, indicatedgenerally at 22. Front and rear wheels 23 and 24, respectively, supportthe vehicle for movement over the ground, and auxiliary storagecompartments 25 may be provided and mounted on the chassis 22, ifdesired.

Referring now to FIGS. 15 and 16 in conjunction with FIG. 14, it will beseen that the vehicle 200 includes a body 230 mounted on the chassis 22behind the cab 21. The body 230 defines a cargo receiving compartmentwhich includes an elongated, rectangular load supporting surface orfloor 33 (FIG. 16) which is secured to the frame members 34 of thechassis 22. The floor 33 of the body 230 is of the same dimensions asthe floor 33 of the body 20, that is, it is about 20 feet long and 8feet wide. The body 230 includes upstanding side walls 236 and 237,which employ a novel construction to be hereinafter described in detail,and a frontwall or bulkhead 38. The rear end of the body 230 is open,except when a lift gate 39, secured to the rear end of the chassis 22,is in its upwardly extending position illustrated in FIG. 14.

The vehicle body 230, like the body 30, is provided with guide meanswhich define at least one and preferably a plurality of longitudinallyextending, juxtaposed paths for guiding the direction of movement ofcargo elements in the body. Such guide means, in the present instance,comprises a plurality of elongated members in the form of channel-shapedpans, respectively, indicated at 241-244, inclusive, in FIGS. 15 and 16.As best seen in FIG. 16, each pan includes a pair of upstanding flanges246 and 247, and a connecting, horizontal web portion 248. The pans241-244 are secured to the upper surface of the floor 33, and thevertical flanges of the pans are preferably secured to each other, as bywelding (not shown) in back-to-back relation. When mounted on the floor33, the pans 241-244 define four longitudinally extending paths,respectively indicated at 51-54, inclusive, in FIG. 15.

In order to minimize the possibility of contact between cargo elementsmoving on the paths 51-54 of the body 230 and between laterallyoutwardly projecting structures thereon, means is provided forvertically offsetting alternate ones of the paths 51-54. Thus, when thecargo elements comprise standard size 55 gallon drums, having the usualradially outwardly extending circumferential ribs 49 and beads 50therearound, the paths 51 and 53 are elevated with respect to the paths52 and 54. Two of such drums are shown in FIG. 16 and respectivelyindicated at 55. In the present instance, the paths 52 and 54 areelevated by providing two pairs of longitudinally extending, invertedchannels 252 and 253 between the upper surface of the floor 33 and theundersurface of the web portions 248 of the pans 242 and 244. Since thepans 242 and 244 are elevated with respect to the pans 241 and 243, theflanges 246 and 247 of the pans 242 and 244 are shorter than thecorresponding flanges 246 and 247 of the pans 241 and 243.

In order to reduce the wear on the pans 241-244, longitudinallyextending metal skids 246 and 247 may be welded or otherwise secured tothe upper surface of the web portion 248 of each pan adjacent theflanges 246 and 247. In addition, a short, longitudinally extendingmetal skid 248 may be centrally mounted on the upper surface of the webportions 248 of each pan, to minimize wear due to the shifting of drumsonto loading stations provided by the open ends of the paths 51-54 atthe rear of the body 230.

As best seen in FIG. 15, at least one or preferably a pair of unloadingstations 63 and 64 are defined at the front end of the body 230 adjacentthe left and right front corners thereof. In addition, diverting meansin the form of a generally triangularly shaped abutment 80 is securedcentrally to the inner surface of the bulkhead 38, and stop means in theform of gates 107 and 108 are provided at the forward or discharge endsof the paths 51-54 to control movement of drums onto the unloadingstations 63 and 64 and to permit removal of drums through the side doors103 and 104. The remaining structure at the front of the vehicle body230 is identical with that at the front of the body 30 and thereforewill not be again described. Accordingly, reference should be made tothe description of this portion of the vehicle body 30 for anunderstanding of the corresponding structure of the vehicle body 230.

The manner in which the drums advance along the paths 51-54 of thevehicle body 230 and the manner in which they are unloaded from theunloading stations 63 and 64 at the front of the body 230 is likewisethe same as in the previous embodiment. Reference should therefore bemade to the description of the operation and method of loading andunloading the body 30 for an understanding of the operation and methodof loading and unloading the body 230.

As heretofore mentioned, the paths 52 and 54 of the body 230 areelevated with respect to the level of the paths 51 and 53 in order topermit closer positioning of the drums on the respective paths withoutcontact between the ribs 49 and beads 50 thereof. In furtherance of thisconcept and to permit the side walls 236 and 237 to be positioned closeto the drums on the outer paths 51 and 54 so that the overall width ofthe body is minimized, as well as to strengthen the side walls, the sidewalls 236 and 237 include means for accomplishing these purposes. Suchmeans, in the present instance, comprises at least one and preferably aplurality of laterally outwardly displaced portions of the material ofthe side walls 236 and 237. Such portions, which are preferably formedby longitudinally extending convolutions in the side walls, arerespectively indicated at 261-263 in FIGS. 14 and 16 and are located inthe side walls so as to be in substantial vertical alignment with theribs 49 and upper bead 50 of the drums 55 on the outer paths 51 and 54.It should be noted that since the drums 55 on the path 54 are elevatedsomewhat above the level of the drums 55 on the path 51, the outwardlydisplaced portions 261-263 in the side wall 237 are elevated above theoutwardly displaced portions 261-263 in the side wall 236 by an amountcorresponding to the elevation of the path 54 above the path 51.

The outwardly displaced portions 261-263 of the side walls 236 and 237thus permit the main body of each side wall to lie closer to the drumson the adjacent paths 51-54 so that the overall width of the body 230may be minimized. In addition, the portions 261-263 strengthen the sidewalls and eliminate the need for supplemental internal or externalbracing.

In order to strengthen the upper portions of the sidewalls 236 and 237,reinforcing means in the form of an enlarged section 266 (FIG. 16), isprovided on the upper portion of each of the side walls. Each enlargedsection 266 is defined by a flange 267, which extends laterally inwardlyfrom the upper longitudinal edge, indicated at 268, of each of the sidewalls 236 and 237, and by an elongated plate 269 (FIG. 16). Each plate269 has its upper longitudinal edge 272 secured, as by welding, to theinner edge of the flange 267, and its lower longitudinal edge 273secured, as by welding, to the inner surface of the side wall at a pointspace below the flange 267. Thus, the enlarged section 266 on each ofthe side walls 236 and 237 is generally triangular in cross section andthus extremely rigid. A longitudinally extending, concave bead 274 maybe formed in each plate 269 for increased rigidity.

While the convolutions 261-263 and reinforcing triangular sections 266in the side walls 236 and 237 substantially increase the strength andrigidity of the side walls, additional strengthening structure may alsobe provided. Thus, a pair of diagonally extending bars, each of which isindicated at 276 in FIG. 15, may be secured at one end of the upper edgeof the front bulkhead 38, at the approximate center thereof, and theopposite ends of the bars 276 may be secured to the horizontal flanges267 of the side walls 236 and 237 at locations spaced longitudinallyrearwardly from the bulkhead 38. In addition, stabilizing means in theform of another cross bar 277 may be provided for stabilizing the upperends of the side walls 236 and 237 at the rear end of the body 230. Thecross bar 277 is preferably removably connected to the side walls. Tothis end, the remote ends, indicated at 278, of the cross bar 277 may bebent at a right angle to the main body of the bar so that the ends 278can be inserted into openings (not shown) in the horizontal flanges 267of each side wall, in the manner illustrated in FIG. 16.

While only two embodiments of the invention have been herein illustratedand described, it will be understood that modifications and variationsthereof may be effected without departing from the scope of theinvention as set forth in the appended claims.

I claim:
 1. In a cargo transporting and handling vehicle fortransporting a plurality of cargo elements having laterally outwardlyprotruding structure thereon, said vehicle including a vehicle bodyhaving an elongated cargo supporting surface and laterally spacedupstanding side walls, and guide means carried by said surface anddefining at least two longitudinally extending, side-by-side, parallelpaths on said surface, one of said paths being disposed adjacent to oneof said side walls and one of said paths being elevated above the otherof said paths so that the laterally outwardly protruding structure oncargo elements on one of said paths does not contact the laterallyoutwardly protruding structure on cargo elements on the other of saidpaths as the cargo elements are moved along their respective paths, theimprovement of means carried at least by said one side wall foraccommodating the protruding structure on cargo elements on said onepath so that said side wall may be positioned close to cargo elements onsaid one path and the overall width of said vehicle body minimized, saidaccommodating means also serving to strengthen said side wall andcomprising at least one laterally outwardly displaced, longitudinallyextending portion of the material of said one side wall, said displacedportion being located so as to be in substantial vertical alignment withthe protruding structure on the cargo elements on said one path andnormally being out of contact with said protruding structure.
 2. Thecargo transporting and handling vehicle of claim 1, in which said guidemeans defines at least two other side-by-side, parallel paths on saidcargo supporting surface between said one path and said other path,alternate ones of said paths be elevated above the other paths so thatthe laterally outwardly protruding structures on cargo elements on saidpaths do not contact each other.
 3. In a cargo transporting and handlingvehicle for transporting a plurality of cargo elements having laterallyoutwardly protruding structure thereon, said vehicle including a vehiclebody having an elongated cargo supporting surface and laterally spacedupstanding side walls having upper, longitudinally extending edges, andguide means carried by said surface and defining at least onelongitudinally extending path on said surface adjacent one of said sidewalls, the improvement of means carried at least by the side walladjacent to said path for accommodating the protruding structure on saidcargo elements so that said side wall may be positioned close to cargoelements on said path and the overall width of said vehicle bodyminimized, said accommodating means also serving to strengthen said sidewall and comprising at least one laterally outwardly displaced portionof the material of said side wall, said displaced portion being locatedso as to be in substantial vertical alignment with the protrudingstructure on said cargo elements when said cargo elements are positionedon said path and normally being out of contact with said protrudingstructure, and said side walls having enlarged sections on the upperportions thereof to further strengthen said side walls, each of saidenlarged sections having a laterally inwardly extending flange on theupper edge of said side wall and an elongated plate having one of itslongitudinal edges secured to the inner edge of said flange, the otherlongitudinal edge of said plate being secured to said side wall belowsaid flange, whereby said enlarged section is triangular in crosssection.
 4. The cargo transporting and handling vehicle of claim 3, inwhich a longitudinally extending bead is provided in said plate toincrease the rigidity thereof.